Kailway-teainrbbaking apparatus



Nov. 1, 1927. 1,647,834

1.. v. LEWIS RAILWAY TRAIN BRAKING APPARATUS Original Filed Oct. 13,1926

A YbMaz'n RSI-VOZP Brake Pg'pe II I is 5 mm ToAzmos- 27 t T352215 plume I yi 5O I F 2, .2 l 1 a-nz e, I

Patented Nov 1, 1.927.

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LLOYDV. LEWIS, OF EDGEW'OOD BOROUGH, PENNSYLVANIA, ASSHGNGB TO THE UNION SWITCH & SIGNAL COMPANY, OF SVISSVALE, EENNSYLVANEA, A. GORPOR-ATTON OF PENNSYLVANIA.

RAILWAY-TRAIN-BRAKING APPARATUS.

Application filed October 13, 1926, Serial No. 141,801. Renewed septemaer 10, 192?.

My invention relates to railway train braking apparatus, and particularly to apparatus of the type comprising automatic mechanism co-operating with the usual engineers brake valve for at times causing automatic application of the brakes.

T will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 1s a vertical sectional View showing one form of apparatus eu'ibodying my invention. F1 g. 2 is a developed plan view of the rotary valve 3 in the engines "s brake valve, showing the co-actionfof this rotary valve with its associated ports dining the operation oi the engineers brake valve.

Similar reference characters refer to similar parts in each of the views.

Referring to the drawing, therei crence character A designates the brake pipe oi a standard braking system, and the reference character 13 designates the usual engineers brake valve for the control or" the pressure in the brake pipe A. The engineers brake valve B comprises, as usual, a valve seat 2, a rotary valve member 3 co-operating with the ports in the valve seat 2, a handle l for the operation of the rotary valve member 3, and an equalizing discharge valve 5 controlled by an equalizing discharge valve piston 6 operating in cylinder 7. Associated with the engineers brake valve is the usual ieed valve R, the usual equalizing reservoir E and a cut-off valve which is provided in connection with automatic brake controlling apparatus to prevent charging the brake pipe while an automatic application oi the brakes is taking place.

When the engineers brake valve is in running position, air flows from the main reservoir through pipes 7 and 9, feed valve R, pipe 11', chamber 12, pipes 13 and 1d, cut-oil valve 15 and pipe 18 to the brake pipe A, thus charging the brake pipe with air at the reduced pressure delivered by feed valve R. Air at reduced pressure also flows from feed valve R, through pipe 11,

chamber 12 and port 21, pipe 22, chamber 23' in an automatic brake application valve Q, pipes 24: and 25 to the equalizing reservoir EN The brake pipe A. is connected with the equalizing discharge valve 5 through pipes 18 and 19, and the chamber 7 above the piston 6 is connected with the equaliz- 26 is connected through a restricted opening to port 27 which. leads to atmosphere, so that the pressure in equalizing reservoir E discharges to atn'iosphere, thereby causing the equalizing discharge valve 5 to exhaust brake pipe pressure to atmosphere through 20.

The operation of the engineers brake valve B when in running, holding, lap and emergency positions, are in accordance with usual and standard practice, so that de tailed explanation is not required for the purposes of the present case.

The automatic brake application valve C comprises a slide valve 33 cooperating with a valve seat 41 formed on the side of the body of the engineers brake valve B. The slide valve33 is controlled by a piston 34: operating in a cylinder 35, the lower end of which is connected through pipe 36 with a magnet valve M. Magnet valve M is nor mally energized to blank the-pipe 36, but when de-energized, it opens this pipe 'to atmosphere. This valve will ordinarily be controlled by trailic conditions in advance of the train in such manner that its magnet is energized when traffic conditions are safe and de-energized when tra'lfic conditions are un safe. Main reservoir air flows through pipes 7, and 42 to the chamber containing the slide valve 33, and through port as in the piston 34 to the cylinder on the underside ofthis piston, and to pipe 36. When pipe 36 is blanked at magnet valve M, the air pressures on the upper and lower sides of the piston 34 being equal, the slide valve 33 is held in its upper or normal position by the action of spring 37.- WVhenpipe 36 is opened to atmosphere by the de-energization of magnet valve M, the pressure on the underside of piston 34 is reduced, so that this pipe pipe air and no unnecessary delay in releasing the brakes due to such combined manual and automatic application.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In railway train braking apparatus of the type comprising an engineers brake valve, an equalizing reservoir, and an equal izing disch r e valve; the combination therewith of a second equalizing reservoir, a reduction limiting reservoir,- an automatic brake application valve, means operating when said automatic valve is in normal position and said engineers valve is in running position to connect said second equalizing reservoir with the brake pipe and said reduction limiting reservoir with atmosphere, means operating when said automatic valve is in normal position and the engineers valve is in service or lap posit-ion to dis connectsaid second equalizing reservoir from the brake pipe, and means operating when said iuitomatic valve is reversed and said engineers valve is in service or lap position to disconnect said reduction limiting reservoir from atmosphere and to connect it to the second equalizing reservoir and also to said discharge valve through a check valve which permits air to flow from but not to the discharge valve.

2. In railway train braking apparatus of the type comprising the usual engineers valve, equalizing reservoir, and equalizing discharge valve; the combination therewith of an automatic brake application valve, a second equalizing reservoir normally connected with the brake pipe, a reduction limiting reservoir normally connected with atmosphere, means operating when said automatic valve is reversed to connect said equalizing discharge valve with atmosphere it the engineers valve remains in the running position, and to connect the equalizing dischargevalve with said second equalizing reservoir and with said reduction limiting valve if the engineers valve is in lap or a brake applying position, and means for disconnecting said second equalizing reservoir from the brake pipe when the engineers valve is in brake applying or lap position and said automatic valve is in normal position so that it an automatic application follows a manual application the resulting reduction in brake pipe pressure will be no greater than if the manual application had not occurred.

3. In railway train braking apparatus oi the type comprising the usual engineers valve, equalizing reservoir, and equalizing discharge valve; the combination therewith of an automatic brake application valve, a second equalizing reservoir associated with said automatic valve and with said equalizing valve and normally connected with the brake pipe, and means for retaining initial b ake pipe pressure in said second equalizing reservoir while a manual application is being made or held by the engineers brake valve so that if an automatic application follows a manual application the resulting reduction in brake pipe pressure will be no greater than if the manual application had not occurred.

In testimony whereof I alhx my signature.

LLOYD V. LEWIS. 

